Charge-forming device for internal-combustion engines



' Jan. 17, 1928. 1,656,356

J. JUHASZ CHARGE FORMING DEVICE FOR INTERNAL COMBUSTION ENGINES FiledApril 28, 1925 3 Sheets-Sheet l Jan. 17, 1928.

J. JUHASZ CHARGE FORMING DEVICE FOR INTERNAL COMBUSTION ENGINES FiledApril 28. 1925 3 Sheets-Sheet 2 J W VE N TOR BY 5 A TTORNEY Jan. 17,1928.

' J. JUHASZ CHARGE FORMING DEVICE FOR INTERNAL COMBUSTION ENGINES FiledApril 28. 1925 s Sheets-Sheet s Patented Jan. 17, 1928.

PATENT OFFICE- JOHN JUnAsz, on NEW YORK, N. Y.

CHARGEFORMING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Application filed Apri128f1925. Serial No. 26,364.

The present invention relates to chargeforming devices for internalcombustion engines, and more particularly to means for delivering aheated auxiliary air stream to the carbureter.

The main object of the invention is to provide a carbureter wherein theflow of heated auxiliary air thereinto is controlled by the throttlethereof.

Another object of the invention is to so construct the controllingmeans-that the heated auxiliary air is introduced at an angle to theflowof the combustible mixture, in order to induce turbulence, which, inconjunction with the high heat, tends to break up any globules of fuelbefore they enter the intake manifold of the en gine.

A further object of the invention is to so construct the controllingmeans that only a small stream of heated air is introduced intothecarbureter during the entire range of the throttle movement, and thebulk of the heated air is conducted into the carbureter within certainlimits ofthe throttle movement.

A still further object of the invention is to produce a charge-formingdevice of the type mentioned which is simple in construction, efficientin operation and capable of manufacture on a commercial scale, or inother words one which is not so diflicult to make as to be beyond thereasonable cost of such a device.

Another object of the invention is to provide an air heating device,whichutilizes the heat ofthe exhaust gases of the engine.

With these and other objects in view, which will more fully appear asthe nature of the invention is better understood, the same consists inthe combination, arrangement and CODStIUCtIOII of parts herelnafterdescribed,

pointed out in the appended claims and illustrated in the accompanyingdrawings, it be ing understood that many changes may be made in the sizeand proportion of the several parts and details of construction withinthe scopeof the appended claims, without de parting from the spirit orsacrificing any of theadvantagesof the invention.

One of the many possible embodimentsof the invention is illustrated inthe accompanying drawings, in whichz d Figure 1 is a side elevation ofan internal combustion, engine, showing in longitudinal section theintake and exhaustmanifolds thereof; Fig. 2 is a central verticalsection taken through a charge-forming device, constructed inaccordancewith the present invention; Fig.3 is a section taken on line 33 of Fig.1, the throttle of the carbureter being removed; Fig. 4 is a sideelevation of the throttle of the carbureter; Fig. 5 is a top elevationof the said throttle; Fig. 6 is a section taken on line 6-45 of Fig. 3,with the throttle in position on the carbureter, on a larger scale; Fig.7 is a section similar to the one shown in Fig. 6, with the throttle inanother position; and Fig. 8 is a section taken on line 8+8 of Fig. 3,with the throttle in position on the carbureter, on alarger scale.

Generally speaking the invention consists of providing in the exhaustmanifold of an internal combustion engine an air heating tube andconnecting the same to a carbureter to furnish a stream ofheatedauxiliary air, the flow of heated air through the carbureter beingcontrolled by the carbureter throttle in such a manner that a smallquantity of heated air is admitted into the carbureter throughout theentire range ofmovement of the throttle, and the hull: of the heated airis admitted only throughoutthe ordinary drivlng range.

Referring now to the drawings, the numeral 10 indicates an internalcombustion engine, on which is mountedan exhaust manitold 11 and anintake manifold 12. Tothe intake manifold is connected a carbureter 13in the usual manner. The carbureter herein described is of the multi-jettype, it comprising a casing 14, inthe side of which is formed anopening 15, forming the air inlet to the carbureting chambers, an oening 16 being provided in the upper face 0 the casing, constituting.the outlet through which the charges,'formed'in the chambers, pass tothe intake manifold. The air inlet communicates'with a plurality of, inthe present case three, Venturi passages, denoted by the numerals 17, 18and 19, which form independent carbureting chambers, into each of whichnals27of a cylindrical body 28, which is located within and snugly fitsthe cylindrical portion of the carbureter casing. This cylindricalthroughout its length and. ex-

tends diametrically through the body of the throttle, it being adaptedto co-operate with the carbureting chamber 19. The bores 30 and .31intersect one another (Fig. 8), they having separate inlets I53 and 3.4,respec- 1.": mon outlet with the mixture outlet of the tively, but acommon outlet 34. The bores and 31 are disposed at the side of the bore32, their inlets co-operating with the carbureting chambers 17 and 18,and their comcarbureter casing.

The casing of the carbureter is so shaped immediately above thecylindrical portion thereof that, when the throttle is turned, thedischarge ends of the bores therein are decreased or increased,depending upon the direction in which the throttle is turned. Attentionis, however, calledto the fact that provision is made in the side of thecasing above the cylindrical portion thereof that the discharge opening34 of the bores 30 and 31 is somewhat uncovered when the throttle is inits fullyclosed position (Fig. 8), so as to admit of a flow of air pastthe, fuel nozzle in the chamber 17, to furnish the proper amount ofcombustible mixture for the motor for idling. The throttle may beactuated in any suitable manner-by means not shown, means being alsoprovided (not shown), for limiting the; movement, ofthe said throttle.

A pipe 36 of heat conducting material, such as metal, is. extendedthrough the exhaust manifold, the inlet end 3.7 of the. said pipe beinmprojected through the closedend of theex aust manifold. The pipeisextended within the exhaust manifoldpractically for the length of thelatter, and isthen led throughthe said manifold at138 and connected in.any suitable manner with an apertore-39 in the head 2,5,.of thecarburetor. This, aperture communicates with an areshaped pocket 40inthe inner face of the head 25 In the throttle is formed a passage 41,the inletend 42 of which terminates in that end face .43 of thecylindrical throttle body which contacts with the head 25 so as to makean air-tightfit. The outlet end 44 of, the passage 41 terminates intheleading edge 45 .of the combined discharge, opening 34' of the bores30 and 81 of the throttle body. The aperture 39 and the pocket 40 are.disposed in the. path of the inlet end 42 of thepassage 41, so that,throughout the entire range of movement of the throttle, the passage 41is in communication with the pipe 36. In the throttle is furthermoreformed a pamage io, the inlet end 47 of which terminatesin the end face43 of the throttle, while its outlet end,48 terminates in thecylindrical face of the said throttle a substantial distance in front ofthe leading edge 49 of the discharge end of the bore 32 in the throttlebody (Fig. 5). The crosssectional area of the passage 46 isconsiderably. larger than the cross-sectional area of the passage 41,for a purpose hereinafter to be described. The inlet end 47 of thepassage 46 is adapted to communicate with the aperture 39 in the head25..

The operation of the charge-forming device as follows: hen the throttleis in its closed position, shown in Fig. 8- of the drawings, thecarbureting chambers 18 and 19 do not communicate with the carbureteroutlet 16. The carbureting chamber 17 communicates, however, through thebore. 30 and the common outlet 34 of the last-mentioned bore and thebore 31 with the said earbureter outlet, a minimum opening beingprovided, sufficient to permit of, a flow of air past. the fuel nozzlein the carburet'ing chamber 17 to furnish combustible mixture for themotor to run idle, that is to say to run. without load. For sometime,during the movement of the throttle in .the direction of the arrow shownin Fig. 8 toward'opening position, the bore 230 communicates with thecarbureting chamber 17 alone, more particularly until the leading edgeof the inlet to the bore 32 reaches the rear edge of the carburetingchamber 19; The bore 31 is so positioned in the throttle in relation tothe bores 30, and 32 that the carbureting chamber 18 is cut in after thechamber 19 has been opened. Thereafter the chamber 17 communicates withthe throttle passage 31,

so that, When the throttle is brought to fully open positiom all ofthecarbureting charnbers arein action, Inasmuch as the passage 41 isconstantly in communication with; the hot air pipe 36, a small quantityofhot ain will be causedto flow into the carbureter during theentirerange of the throttle move.- ment By the vacuum in theintake-manifold. As appears from Fig. 8' of the drawings, the passage 41communicates with the carburetenabovethe throttle, when the, latter isin its fully closed'position. The said pas sage also communicates withthe carbureter while the throttle is moved toward and to fully openposition. over, that. when the throttle is in its closing position, asshown in Fig 7' of the drawings, the inlet end 47 of the passage46-doesnot communicate with the aperture'39 inthe head 25 ofthe carburetercasing, so that heated air will not flow into the carbureter through thelast-mentioned passage. When the throttle is shifted toward openingposition, the inlet end 47 of the passage 46 is brought intocommunication with the aperture. 39, sothatheated air will flow throughthe passage 46 into the carbureter casing. The inlet. end 47 ofthepassage is gradually uncovered, so that the. amount of'air flowing It isto. be noted, howthrough the passage 46 increases with thethrottleopening movement. Inasmuch as the outlet end 48 of the passage 46 is disposed a substantial distance in front of the leading edge 49 of theoutlet end of the bore 32, the flow of heated air through the passage 46is gradually cut off, it being entirely out olt' before the throttle isfully opened. From the foregoing it appears that a small quantity ofheated air is admitted into the carbureter during the entire range ofthrottle movement. This quantity of heated air is gradually increased upto a certain point of the throttle movement and is then again graduallydecreased before the throttle is in its fully open position.

The auxiliary air stream is heated to a high temperature by the exhaustgases, and is introduced into the main intake stream at an angle to theflow of the latter, as clearly appears from the drawings. A turbulenceis thus induced in the main intake stream, which, in conjunction withthe high heat, breaks up any globules of fuel a just before they enterthe intake manifold.

The amount of heated air admitted into the carbureter is, as describedabove, dependent on the'amount the throttle is open and proportionatethus to the speed the engine is running at. The heated auxiliary air isthus properly proportioned to the flow of fuel to the engine, heatingthe atomized raw fuel and converting the atomized fuel into a drygaseous explosive mixture, so that the mixture passing into the enginewill have a greater explosive force. Condensation of the fuel is alsopractically eliminated. Actual experiments have shown a decided increasein car mileage and a decided decrease in the carbon monoxide contents ofthe exhaust gases. From this it wouldappear that a more perfectcombustion is obtained in the engine than when a cold auxiliary airstream is admitted into the explosive mixture.

It is to be noted that, while herein a specific multi-nozzle carbureterhas been described, the invention is applicable, to others just as well,the invention residing mainly in the provision of a throttle whichcontrols the flow of heated auxiliary air into the carbureter, graduallyincreasing the amount of heated air up to'a certain point of thethrottle opening and then gradually decreasing the same.

What I claim is 1. In an internal combustion engine, the combinationwith an intake-manifold, of a carbureter including a casing having anair inlet receiving direct from the atmosphere the main supply of airand a combustible mixture outlet communicating with saidintake-manifold, a plurality of carburetiizg chambers communicating withsaid inlet, a cylindrical throttle interposedbetween said .carburetingchambers and said outlet provided with bores through whichcommunications are adapted to be established gradually and in successionbetween said carbureting chambers and said outlet, and a conduit forsupplying heated auxiliary air to said carbureter, said throttle beingprovided with a passage constantly in communication with said conduitand with said carbureter outlet, said throttle being furthermoreprovided with a passage in communication with said conduit and with saidcombustible mixture outlet only during part of its movement.

2. In an internal combustion engine, the combination with an intakemanifold, of a carbureter including a carbureting chamber communicatingwith said manifold and re ceiving direct from the atmosphere the mainsupply of air, said carbureter including a throttle, a conduit forsupplying heated auxiliary air to said carbureter, and means associatedwith said throttle for controlling the flow of heated auxiliary air tosaid carbureter, said controlling means. admitting heated auxiliary airinto the carbureter dur ing the entire range of the throttle movementand ermitting of a gradualincrease of the auxiliary air up to a certainpoint of the throttle movement toward opening position and thengradually decreasing the same, said controlling means being whollyembodied in said carbureter and partlyconstituted by said throttle.

Signed at New York, in thecounty of New York, and State of New York,this 24th day of April, A. D. 1925.

JOHN J UHASZ.

